Draft-rigging for railway-cars.



PATENTED DEC. 18-, 1906.

J. R. MITCHELL.

DRAFT RIGGING FDR RAILWAY CARS. APPLICATION PILED'APR.28,1905.

a SHEETS-SHEET 1.

, l7 EWJZ IGQMQ Ej- @Q W y M 13-: NORRIS PETERS co WASH/NGTUN, o. c

PATENTED DEC. 18, 1906.

J. "R. MITCHELL. DRAFT RIGGING "PO-R RAILWAY CARS.

APPLIOATION FILED APE.28,19OG- 6 SHEETSSHBBT 2.-

W] Z NESSES J93 XML WW. W

PATENTED DEC. 18, 1906 J. R. MITCHELL. DRAFT RIGGING FOR'RAILWAYCARS.

KPPLIUATIOIT FILED APB. 28.19 06.

6 SHEETS-SHEET 3.

:IQ. 11 I :5;

PATBNTED DEC. 18, 1906.

J. R. MITCHELL. DRAFT RIGGING FOR RAILWAY CARS.

IPPLIOATION FILED APE. 28,1905.

5 SHEETS-SHEET 5 1n: cums PETERS ca wnsunvswu, n. c

UNITED STATES PATENT OFFICE.

JOHN R. MITCHELL, OF CHICAGO, ILLINOIS, ASSIGNOR TO WV. H. MINER COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

DRAFT-RIGGING FOR RAILWAY-CARS.

Specification of Letters Patent.

Patented Dec. 18, 1906- To all whom, it may concern.-

Be it known that I, JOHN R. MironELL, a citizen of the United States, residing in Chicago, in the county of Cook and State of Illinois, have invented a new and useful Improvement in Draft-Rigging for Railway- Cars, of which the following is a specification.

My invention relates to improvements in draft-rigging for railway-cars.

The object of my invention is to provide a draft-rigging of a simple, strong, and eflicient construction in which the side plates or stop-castings may be very securely anchored to the car-framework and in which the buffing strains may be transmitted to the several longitudinal sills of the car through the end sill and buffer-block or front cross framepieces of the car, so that the bufling strains may be distributed to the several longitudinal sills and resisted by them all instead of being confined to and coming entirely upon the center sills and draft-timbers in cases where drafttimbers are employed in addition to the center sills.

My invention consists in the means I employ to practically accomplish this object or result, as herein shown and describedthat is to say, it consists, in connection with the car-framework comprising the ordinary longitudinal sills and end sill and buffer-block, of draft-rigging side plates or stop-castings, preferably having extensions projecting under the end sill and buffer-block or front cross-framework of the car, and connections between the side plates or stop-castings and the end sill and buffer-block or front cross frame-pieces of the car, whereby ,bufling strains are in part transmitted from the side plates or stop-castings to the front cross frame-pieces and through them in part to the side and intermediate sills of the carframe work, thus relieving the center sills of a portion of the bufling strain. The connection between the side plates or stop-castings of the draftrigging and the front cross framepieces of the car may be of any suitable construction, but preferably consists of an integral horn projecting from the upper face of each of the side plates or stop-castings and adapted to engage and bear against the buffer-block.

My invention also consists in the novel construction of parts and devices and in the novel combinations of parts and devices herein shown and described.

In the accompanying drawings, forming a part of this specification, Figure 1 is a plan view of a draft-rigging embodying my invention. Fig. 2 is a side elevation, partly in vertical section. Fig. 3 is a plan view, partly in horizontal section. Fig. 4 is an enlarged detail view, partly in vertical longitudinal section. Fig. 5 is an enlarged detail plan view looking from line 4 4 of Fig. 4. Fig. 6 is a side elevation, partly in vertical section, illustrating a modification. Fig. 7 is a plan view, partly in horizontal section, on line 8 8 of Fig. 6 of the construction shown in Fig. 6. Fig. 8 is a detail view, partly in vertical longitudinal section, illustrating a modification and Fig. 9 is a plan view, partly in horizontal section. Fig. 10 illustrates a modified construction of the connection between the side plate and front cross framepiece of the car, and Fig. 11 shows still another modification of this connection. Fig. 12 is a central longitudinal vertical section through one of the center sills and drafttimbers.

In the drawings I haveillustrated my invention as applied to a car-framework construction having wood longitudinal sills and cross-sill and wood draft-timbers but it will be understood by those skilled in the art that my invention may be applied to any other construction of car-framework. For convenience also I have in the drawings illustrated my invention as applied to an ordinary form of tandem-spring draft-rigging, although of course it may be used with'any other construction of draft-rigging and whether the cushioning devices are springs or friction acting.

In said drawings, A A represent the center sills; A A, the draft-timbers A the front or cross sill; A the buffer-block; A, the carryiron; A, the side sills, and A the intermediate sills.

B is the coupler; B, the draw-bar; B the draw-bar extension or yoke secured to the drawbar by rivets b and having the abutment-block b at its middle portion.

C C C C are the followers, and E E e e tandem-arranged springs, and D D the side plates or stop-casting secured to the center sills or draft-timbers and each furnished with stops d d d for the followers to abut against. Each of the side plates or stop-castings D is rigidly secured to the draft-timbers and center sills by horizontal and upright bolts 61 (i Each of these side plates or stop-castings preferably has a rear flange (1 Each of the side plates or stop-castings D or its integral extension D is further provided at its front end with a shoulder 11, which abuts against the front end of the draft-timbers, and with an upwardly-projecting shoulder d, which abuts against the rear face of the front or cross sill A Each of the side plates Dis also provided with an integral laterally-projecting shoulder (Z for connection with the tie-rod H of the car-framework and which extends to the middle portion of the car. This aflords an additional anchorage for the side plates or stop-castings against pulling strains, the lateral tie-rod shoulders (Z cooperating with the shoulders (P, that engage the end sill, to very securely anchor the side plates of the draft-rigging to the car-framework against pulling strains.

G is the connection between each of the side plates or stop-castings D and the front frame-pieces of the car. This connection G preferably consists of an integral horn proj ecting upwardly from the upper face of the stop-casting D, and it preferably engages the extreme front cross-piece of the car-frame that is to say, the buffer-block A which fits against the end sill A of the car and transmits the bufling strain to it and through it in part to all the longitudinal sills of the car.

In the modification illustrated in Fig. 10 the connection or horn G is cast integral with the metal buffer-block A and the stop-casting D is provided with a cavity or recess to receive said connection or horn, this construction being just the reverse of that illustrated in Fig. 5.

In the modification illustrated in Fig.- 11 the horn G is made in a separate piece, and both the bufier-block and the stop-casting are provided with a cavity or recess to receive the separate piece connection or horn G. In the modification illustrated in Fig. 4 a wedge or filler-piece d is inserted between the lug d and the end sill A To secure a snug engagement between this connection or horn G and the bufier piece or block A especially if said block A is of wood and liable to shrinkage, I provide the horn or connection G with a wedging or inclined rear face (1 and insert between it and the buffer-block a wedge or filler-piece (Z which may feed downward as the wood shrinks, and thus always maintain a snug engagement between the horn or connection G on the stop casting D and the car-frame member A In the modification illustrated in Figs. 8 and 9 the bufier block or piece A is illus trated as being of metal, in which construction said member A is preferably provided with a cavity or recess a, to surround and receive the connection or horn G, and thus afford an engagement therewith at bottom, sides, and rear.

In the modification illustrated in Figs. 6 and 7 the filler-piece or wedge 11 to take up wear surrounds the construction or horn G. As illustrated in these Figs. 6 and 7, the fillerpiece or wedge (Z is made in the form of a cap or thimble and entirely surrounds the connection or horn G.

By my improved construction of draftrigging side plates or stop-castings extended under the buffer-block and provided with integral upwardly-projecting horns to engage the buffer-block and through it and the end sill transmit bufiing strains in part to all the longitudinal sills of the car I am enabled to so reinforce-and strengthen the draft connection on the large number of ordinary woodsill cars with wooden draft-timbers now in use that they may be safely used coupled promiscuously in a train with modern heavy steel-sill cars now being largely built, and this without making any change Whatever in the construction of the old Wood sill and wooden draft-timber cars excepting to substitute my improved draft-rigging side plates or stop-castings for those heretofore in use and wherein the bufling strains are transmit ted from the side plates or stop-castings of the draft-rigging only to the center sills and draft-timbers secured thereto.

I claim 1. In a draftrigging for railway-cars, the combination with the longitudinalsills, front end. sill and bufler-block, of draft-timbers s ecured to the central longitudinal sills, and draft-rigging side plates or stop-castings secured to said draft-timbers and extending under said front end sill and buffenblock, and provided at the front ends thereof with upwardly projecting abutments bearing against the buffer-block to cause buffing strains to be transmitted in part from the side plates or stop-castings through the buffer-block and end. sill and the several longitudinal sills of the car, substantially as specified.

2. In a draft-rigging for railway-cars, the combination with the front end sill of the car and the longitudinal sills and draft-timbers secured to the central longitudinal sills, of side plates or stop-castings secured to said draft timbers and extending under said front end sill, and abutting devices on the front ends of said side plates or stop-castings bearing against the front end sill of the car to distribute buffing strains from and through said side plates or stop-castings and the end sill to the several longitudinal sills, substantially as specified.

3. In a draft-rigging for railway-cars, the combination with the longitudinal center sills, side sills and intermediate sills, and the front cross frame-piece of the car, of drafttimbers secured to the center sills, side plates or stop-castings secured to said draft-timbers and also secured to the center sills and extending under the cross frame-piece, said side plates or stop-castings being provided at their front ends with abutting devices bearing against said cross frame-piece for transmission of buffing strains from the side plates or stop-castings through said cross frame-piece to said side and intermediate sills, substantially as specified.

4. In a draft-rigging for railway-cars, the combination with the longitudinal sills, and front cross frame-piece of the car, of drafttimbers secured to the central longitudinal sills, side plates or stop-castings secured to said draft-timbers and extending under the front cross frame-piece and having on their front ends abutting devices bearing against said front cross frame-piece to transmit buffing strains from the side plates or stop-castings through said front cross frame-piece in part to all the longitudinal sills of the car, substantially as specified.

5. In a draft-rigging for railway-cars, the combination with the draw-bar, springs and followers and a front or cross sill and the buffer block or piece, of a pair of side plates or stop-castings, each furnished with an integral upwardly-projecting shoulder engaging the rear face of the cross-sill, and with an up wardlyprojecting horn on its upper face engaging the buffer block orpiece, substantially as specified.

6. In a draft-rigging for railway-cars, the combination with the draw-bar, springs and followers and a front or cross sill and the buffer block or piece, of a pair of side plates or stop-castings, each furnished with an integral upwardly-projecting shoulder engaging the rear face of the cross-sill, and with an upwardly-projecting horn on its upper face engaging the buffer block or piece, said horn having a wedging or inclined face, and a wedge or filler-piece interposed between said horn and the buffer block or piece, substantially as specified.

7. In a draft-rigging for railway-cars, the combination with the front end sill and buffer-block of the car, of a side plate or stopcasting extending under the same and furnished on its upper side with an upwardlyprojecting horn engaging said buffer-block of the car to transmit bufling strains from said side lates or stop-castings through the buffer-block and end sill in part to all the longitudinal sills of the car, substantially as specified.

8. In a draft-rigging for railway-cars, the combination with the buffer-block and end sill of the car, of a side plate or stop-casting extending under the same and furnished on its upper side with an upwardly-projecting. horn engaging said bufler-block of the carframe, said horn having an inclined or Wedging face, and a wedge or filler-piece inter- )osed between said horn and said bufferlock of the car to transmit bufling strains from said side plate or stop-casting in part to all the longitudinal sills of the car, substantially as specified.

JOHN R. MITCHELL. WVitnesses:

H. M. MUNDY, WILLIAM A. GEIGER. 

